Wheel-Driven Electric Generator

ABSTRACT

An electric generator includes a wheel coupled to an axle of a vehicle which includes battery. A rotator is fixedly mounted to the wheel and includes a series of magnets positioned so that the north pole of one magnet abuts the south pole of an adjacent magnet. A stator is rotatably mounted to the axle, and includes a mass positioned off-center from the axle for biasing the stator toward a position that is generally stationary relative to the vehicle. The stator further includes a plurality of electric coils for generating electric current when the rotator is moved relative to the stator and the magnetic field of each magnet passes through the plurality of electric coils, the coils being electrically coupled to each other and to the battery of the vehicle to transmit electric current generated from the plurality of coils to the battery.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. Pat. No. 9,187,001, formerlyco-pending patent application Ser. No. 14/508,864, filed on Oct. 7,2014, and issued on Nov. 17, 2015, which is a continuation of U.S. Pat.No. 8,853,869, formerly co-pending patent application Ser. No.13/223,175, filed on Aug. 31, 2011, and issued on Oct. 7, 2014, andclaims the benefit of U.S. Provisional Application No. 61/378,645, filedAug. 31, 2010, both of which applications are hereby incorporated hereinby reference, in their entirety.

TECHNICAL FIELD

The invention relates generally to electricity generation and, moreparticularly, to the generation of electricity in transportationenvironments.

BACKGROUND

Increasingly, methods of people and goods transportation are moving awayfrom the use of the internal combustion engine and toward the use ofelectric motors. This change is due to several factors, including:increased fuel costs for internal combustion engines, polluting effectsof internal combustion engines, and greater efficiency of electricmotors. However, there are still barriers to the widespread use ofelectric vehicles. For instance, completely electric vehicles are oftenpowered by onboard batteries that must be recharged when exhausted. Therecharging time can be quite lengthy lasting anywhere from forty-fiveminutes to four hours or more.

The battery charge time can be decreased by building a dedicatedcharging station that can handle larger electricity loads at thelocation where the electric vehicle is typically garaged. However,building these stations can be cost prohibitive for an average consumer.Thus, the average U.S. consumer is limited to the 120 volt outletcurrently in use in most U.S. homes. This means that the averageconsumer of an electric vehicle is stuck with longer charge times.

Another barrier to electric vehicle adoption is the limited range ofelectric vehicles between charges. Due to the size and weight of thebatteries, the number of batteries that can be placed on any particularvehicle is limited. This limits the amount of electrical energyavailable to power the electric vehicle, thus limiting the range betweencharges. Many modern purely electric vehicles are limited to a range oftwo hundred to three hundred miles between charges. Hybrid vehicles,vehicles powered with both an internal combustion engine and an electricmotor, are an attempt to overcome the range limitation. In the shortterm, hybrid vehicles provide a solution to the range limitation,allowing an electric vehicle to increase its range by refueling withconventional gasoline. However, over the long term, hybrid vehicles donot solve the problems, described above, faced by the use of internalcombustion engines.

In a similar vein, efforts to convert the U.S. rail system from the useof polluting fossil fuels are stymied by the amount of electricityneeded to move large loads long distances. Electric trains require anear continuous supply of electricity. This requirement limits the useof electric trains to environments where sufficient capital is availableto build the electric infrastructure needed to supply continuouselectricity. A desire to invest such capital does not presently existoutside of major metropolitan areas. Without a source of continuouselectricity, an electric train must rely on batteries in the same way anelectric vehicle would. The power needs of electric trains necessitatethat an electric train carry batteries in such a large amount that theweight added to the electric train's load and the lengthy charge timesmake this an impractical option. Thus, the lack of an availableelectricity source stymies any efforts to produce and operate electrictrains for people and goods transportation.

Therefore, it would be desirable for means of charging an electricvehicle and electric train while in use without the need for an internalcombustion engine or dedicated outlet. The means for solving many of theabove-described problems would preferably also provide an alternativemechanism for braking an electric vehicle.

SUMMARY

The present invention, accordingly, provides an electric generatorincluding a wheel coupled to an axle of a vehicle which includes abattery. A rotator is fixedly mounted to the wheel such that the rotatorrotates synchronously with the rotation of the wheel, the rotatorincluding a series of magnets, each of the magnets defining a magneticfield, and each of the magnets being positioned so that the north poleof one magnet abuts the south pole of an adjacent magnet. A stator isrotatably mounted to the axle, the stator including a mass positionedoff-center from the axle for biasing the stator toward a position thatis generally stationary relative to the vehicle, the stator furtherincluding a plurality of electric coils for generating electric currentwhen the rotator is moved relative to the stator and the magnetic fieldof each magnet passes through the plurality of electric coils, the coilsbeing electrically coupled to each other and to the battery of thevehicle to transmit electric current generated from the plurality ofcoils to the battery.

The present invention also provides an electric generating mechanismcomprising at least one drive wheel having gear teeth and at least onegenerator gear having gear teeth enmeshed with the gear teeth of the atleast one drive wheel. The electric generating mechanism also comprisesan axle coupled to each at least one generator gear and further coupledto a generator.

The present invention further provides an electromagnetic braking devicecomprising an axle, a first electromagnet proximate to the axle, and asecond electromagnet proximate to the axle opposite the firstelectromagnet.

The foregoing has outlined rather broadly the features and technicaladvantages of the present invention in order that the detaileddescription of the invention that follows may be better understood.Additional features and advantages of the invention will be describedhereinafter which form the subject of the claims of the invention. Itshould be appreciated by those skilled in the art that the conceptionand the specific embodiment disclosed may be readily utilized as a basisfor modifying or designing other structures for carrying out the samepurposes of the present invention. It should also be realized by thoseskilled in the art that such equivalent constructions do not depart fromthe spirit and scope of the invention as set forth in the appendedclaims.

BRIEF DESCRIPTION OF THE DRAWINGS

For a more complete understanding of the present invention, and theadvantages thereof, reference is now made to the following descriptionstaken in conjunction with the accompanying drawings, in which:

FIG. 1 exemplifies a front view of a generator embodying features of thepresent invention;

FIG. 2 illustrates a sectional view of the generator of FIG. 1, takenalong the line 2-2 of FIG. 1;

FIG. 3 illustrates a drive shaft plate used in conjunction with thegenerator of FIG. 1;

FIG. 4 exemplifies an alternate embodiment of a generator embodyingfeatures of the present invention;

FIG. 5 exemplifies a second alternate embodiment of a generatorembodying features of the present invention;

FIG. 6 exemplifies a third alternate embodiment of a generator embodyingfeatures of the present invention;

FIG. 7 is a cross-sectional view of the generator of FIG. 6 taken alongthe line 7-7 of FIG. 6;

FIG. 8 exemplifies a fourth alternate embodiment of a generatorembodying features of the present invention;

FIG. 9 is a cross-sectional view of the generator of FIG. 8 taken alongthe line 9-9 of FIG. 8;

FIG. 10 exemplifies a fifth alternate embodiment of a generatorembodying features of the present invention;

FIG. 11 is a cross-sectional view of the generator of FIG. 10 takenalong the line 11-11 of FIG. 10;

FIG. 12 exemplifies a device for transmitting power from a wheel to agenerator in accordance with principles of the present invention;

FIG. 13 is an exploded view exemplifying an electromagnetic brake inaccordance with principles of the present invention; and

FIG. 14 depicts the brake of FIG. 13 in an assembled condition.

DETAILED DESCRIPTION

In the following discussion, numerous specific details are set forth toprovide a thorough understanding of the present invention. However, itwill be obvious to those skilled in the art that the present inventionmay be practiced without such specific details. Additionally, for themost part, details regarding basic automotive engineering, electricalgenerators, magnets, electromagnets, coils, stators, rotators,batteries, and the like have been omitted inasmuch as such details arenot considered necessary to obtain a complete understanding of thepresent invention, and are considered to be within the skills of personsof ordinary skill in the relevant art.

Referring to FIG. 1, there is shown an electric generator 100 operatedby the motion of a vehicle 200 (FIG. 2; e.g., an automobile, truck,train). In the illustrated embodiment, the electric generator 100comprises a tire 101, a wheel/rotator 110, a stator 120, a stator mount121, a wheel/rotator hub 102, and a fly bearing 103. In the preferredembodiment, the wheel/rotator 110 is a wheel suitable for mounting to anaxle 104 (FIG. 2) such that an electric current generated by the wheelcan be transmitted to a battery (not shown). A plurality of electriccoils of wire, preferably copper wire, 111 are embedded in the wheelsuch that an electric current induced in the coils 111 may betransmitted through the wheel/rotator 110 through the axle 104 to abattery (not shown). In a preferred embodiment, the number of coils 111is a multiple of four, and every fourth coil is coupled together (notshown) to generate four-phase electric current in a manner well known tothose skilled in the art; it is understood that the number of coils andphases may vary from four.

The stator 120 is coupled to the axle 104 through the stator mounts 121.The stator 120 is of a size and shape such that it will fit within thecircular area defined by the wheel/rotator 110 and, in accordance withthe present embodiment, extends through an arc of less than a fullcircle, such as a semi-circle, so that, as depicted by FIG. 1, it isbiased by gravity to a generally stationary position relative to thevehicle 200 (FIG. 2). A person of ordinary skill in the art willunderstand that the stator 120 may be of a size and shape as illustratedin FIG. 1, or alternatively may comprise any size and shape such thatthe wheel/rotator 110 may rotate around the stator 120. The statormounts 121 couple to the fly bearing 103 allowing the axle 104 tooperate in a conventional manner, and allowing the wheel/rotator 110 torotate about the wheel/rotator hub 102, leaving the stator 120relatively stationary relative to the vehicle 200 (FIG. 2). In thepreferred embodiment, the stator 120 comprises a plurality of naturalmagnets 125 oriented so that the north and south poles of each magnetalternates with the magnet adjacent to it, so that the north pole ofeach magnet abuts the south pole of each magnet adjacent to it. Themagnets 125 preferably generate a magnetic field of sufficient strengthsuch that rotation of the coils 111 in the wheel/rotator 110 around thestator 120 induces an electric current in the coils 111.

Referring now to FIG. 2, there is shown a sectional view of the electricgenerator of FIG. 1 taken along line 2-2 of FIG. 1. FIG. 2 illustratesthe electric generator 100 coupled to an electric vehicle 200, throughthe axle 104. The electric generator 100 comprises the elements shownand described above with respect to FIG. 1, as well as a drive shaftplate 140 and optionally a conductive washer 130 In an optionalembodiment, the electric generator 100 preferably couples to the axle104 by means of a nut secured over the wheel/rotator hub 102 and bymeans of bolts 141 (two of which are shown) passing through a back ofthe electric generator 100 and through drive shaft plate openings 142(five of which are shown in FIG. 3) in the drive shaft plate 140.Preferably, the bolts 141 are spaced to ensure appropriate alignment ofelectric adapters in the electric generator 100 carrying current inducedin the coils 111, through electric connector holes 143 (FIG. 3). Thisallows electric current induced in the coils 111 to transmit from theelectric generator 100 through the electrical adapters (not shown),through the drive shaft plate 140, through the conductive washer 130along the axle 104 and into the electric vehicle 200 where it rechargesa battery (not shown). The spacing of the drive shaft plate openings142, through which the bolts 141 pass, prevent a user from misaligningthe electric generator 100 and damaging the electric generator 100during the process of coupling the electric generator 100 to an electricvehicle 200.

In operation, when the electric vehicle 200 moves, the tire 101, and thewheel/rotator 110 rotate about the wheel/rotator hub 102. This rotationcauses the coils 111 to pass through the magnetic fields generated bythe magnets 125 of the stator 120. This induces an electric current inthe coils 111 that transmits from the wheel/rotator 110 through theconductive washer 130, through the axle 104, and to a battery (notshown), thus recharging the battery. In this manner, an electric vehicle200 is constantly under recharge during the operation of the vehicle.Further, it is noted that while the vehicle 200 is moving at arelatively constant speed, the stator 120 remains in a relativelystationary position with respect to the vehicle 200. However, as thevehicle 200 is accelerated, the coils 111 will tend to “pull” the stator120 rearwardly with it, which will reduce drag from the generator 100 onthe vehicle 200 during acceleration, thereby enabling the vehicle toaccelerate better. Due to the tendency of the stator 120 to rotateduring acceleration, the stator 120 should comprise sufficient mass toprevent it from rotating 360° or more during the most extremeacceleration. The design of the stator 120 to comprise such sufficientmass is a function of many variables, all of which are considered to bewithin the capabilities of a person skilled in the art, and thereforewill be discussed in further detail herein.

It may be appreciated that the generation of electricity from thegenerator 100 results in a decrease in the rate of drain on the electricvehicle's 200 battery, thereby increasing the electric vehicle's 200range, and decreasing the amount of recharge time needed betweenelectric vehicle 200 uses. Thus, a U.S. consumer is freed from theproblems associated with fossil fuels without being subjected to thetraditionally long charge times, short ranges, and expensive homeinfrastructure usually associated with electric vehicles.

In the discussion of the following FIGS. 4-11, certain nomenclature willused in conjunction with the reference numerals to refer to the same orsimilar components. Specifically, reference numerals ending in 10 willbe used to designate a rotator, reference numerals ending in 11 will beused to designate coils, reference numerals ending in 20 will be used todesignate a stator, reference numerals ending in 21 will be used todesignate a spokes, reference numerals ending in 25 will be used todesignate magnets, and reference numerals ending in 30 will be used todesignate mass used for weight. Furthermore, in the interest ofconciseness, details regarding the components designated as such, thathave previously been discuss in some detail, as with respect to FIGS.1-3, will not again be discussed in such detail for each succeedingpresentation of same, as such would be considered to be cumulative andunderstood by a person skilled in the art.

Referring now to FIG. 4, an electric generator 400 is depicted similarto the generator 100 (FIGS. 1-3), but for reversing the placement of thecoils and magnets. More specifically, coils 411 are positioned on astator 420, and a plurality of magnets 425 are positioned on a rotator410. Operation of the generator 400 is similar to operation of thegenerator 100, except that electric current is drawn from the statorinstead of the rotator.

In FIG. 5, an alternate embodiment of the invention is depicted, similarto the embodiment of FIG. 4, but for the stator 520 extending through anarc of a full circle. A bias of the stator 520 to a generally stationaryposition relative to the vehicle 200 is obtained by configuring thestator with additional mass 530 on a lower side thereof. Otherwise, thestator 520 includes a plurality of coils 511, and the rotator 510includes a plurality of magnets 525, oriented with alternatingpolarities. Operation of the generator 500 is similar to that discussedabove with respect to the generator 400 of FIG. 4.

In FIGS. 6 and 7, an alternate embodiment 600 of the invention isdepicted, similar to the generator of FIG. 4, but for bias of the stator620 to a generally stationary position relative to the vehicle 200. Thebias for the stator 620 is obtained by configuring the stator 620 withadditional mass 630 on a lower side thereof. Conduit 615 carrieselectrical current from the stator 620 to a battery (not shown).Operation of the generator 600 is similar to that discussed above withrespect to the generator 500 of FIG. 5.

In FIGS. 8 and 9, an alternate embodiment 800 of the invention isdepicted, similar to the generator 600 of FIGS. 6 and 7, but for therotator 810 being positioned within the stator 820 (instead of thestator being positioned within the rotator). The stator 820 is biased toa generally stationary position relative to the vehicle 200 by way ofweight 830 occupying a lower position with respect to the wheel 101.Conduit 815 carries electrical current from the stator 620 to a battery(not shown). Operation of the generator 600 is similar to that discussedabove with respect to the generator 600 of FIGS. 6 and 7.

With reference to FIGS. 10 and 11, there is depicted an embodiment ofthe present invention adapted for use on vehicles, such as railroadtrains, trailers, semi-trailers, and stand-alone wheeled generators thatare towed behind a vehicle primarily for the sole purpose of generatingelectricity, wherein the generating features of the present inventionmay be positioned substantially between the wheels rather thansubstantially within the wheels. Accordingly, a generator 1000 embodyingfeatures of the present invention is depicted in FIGS. 10 and 11,substantially similar to the generator 800 depicted by FIGS. 8 and 9,except for being positioned between wheels 1001 instead of within thewheels. As shown in FIG. 11, there are preferably multiple stators 1011and rotators 1025 positioned along the axle 1004. The number of statorsand rotators may be adjusted to allow for structural support of a traincar above the axle. The stators 1101 are biased to a generallystationary position relative to the vehicle by way of weight 1130occupying a lower position with respect to the wheels 1001. Theembodiment shown in FIG. 11 may be adapted as a stand-alone trailer to atrain, or may be adapted to axels on truck semi-trailers. A train mayfurther be provided with one or more cars (now shown) that carryelectrical energy storage devices, such as batteries, so that electricalenergy may be accumulated and, if desired, dropped off and replaced atstopping points for use where electricity is needed, such as a powergrid.

Referring now to FIG. 12, there is shown a electricity generatingmechanism 1200, preferably adapted for use with railroad trains,preferably electric railroad trains. The train electricity generatingmechanism 1200 comprises a drive wheel 1201 having drive wheel gearteeth 1202 such that as the drive wheel 1201 turns, the drive wheel gearteeth 1202 do not inhibit the horizontal motion of the train. The trainelectricity generating mechanism 1200 further comprises a generator gear1203 having generator gear teeth 1204 of a size and shape allowing thegenerator gear teeth 1204 to mesh with the drive wheel gear teeth 1202.The train electricity generating mechanism 1200 further comprises agenerator axle 1205 coupled to the generator gear 1203 and furthercoupled to an electric generator (not shown). A person of ordinary skillin the art will understand a train may operate multiple electricitygenerating mechanisms 1200 to increase the amount of electricity thatcan be produced during operation. In addition, a person of ordinaryskill in the art will understand that multiple generator gears 1203 maybe enmeshed with the drive gear teeth 1202 of the drive wheel 1201,allowing for operation of multiple generators on each drive wheel 1201.

In operation, a train using an electric motor to generate power forhorizontal motion will operate the train's electric motor to beginmoving the train. The rotation of the drive wheel 1201 will cause theintermeshed drive wheel gear teeth 1202 to apply a rotational force tothe generator gear teeth 1204. In response to the rotational force, thegenerator gear teeth 1204 will rotate the generator gear 1203. Thegenerator axle 1205 coupled to the generator gear 1203 will rotate inresponse and rotate a rotator in a generator which in turn will rechargethe train's batteries during operation. In the preferred embodiment, thegear ratio between the drive wheel 1201 and the generator gear 1203 willbe such that the rotational speed of the generator gear 1203 duringoperation will be sufficient to operate the generator at the desiredspeed. In alternative embodiments, the generator axle 1205 will coupleto a transmission that is in turn coupled to the generator allowing forfurther control of the operational speed of generator. Thus, an electrictrain can recharge its batteries during operation, increasing the rangeof the electric train without building significant electric traininfrastructure over long distances.

Referring now to FIGS. 13 and 14, there is shown an electromagneticbraking system 1300. The electromagnetic braking system 1300 comprisesan axle 1301, a first electromagnet 1302, and a second electromagnet1303. In the illustrated embodiment, the axle 1301 passes between thefirst electromagnet 1302 and the second electromagnet 1303, such that,at the point of highest braking, described below, the firstelectromagnet 1302 and the second electromagnet 1303 contact each other,and the axle 1301. At the point of least braking the first electromagnet1302, the second electromagnet 1303, and the axle 1301 do not contactallowing the axle 1301 to rotate freely.

In operation, when no braking is desired the first electromagnet 1302and the second electromagnet 1303 are not powered and do not inhibitrotation of the axle 1301 as shown in FIG. 13. When braking is desired,the first electromagnet 1302 and the second electromagnet 1303 arepowered creating magnetic fields that draw the first electromagnet 1302toward the second electromagnet 1303 into contact with the axle 1301 asshown in FIG. 14. As the electromagnets 402 and 403 come in contact withthe axle 1301 the friction between the three components brings the axle1301 to a stop, thus braking the object coupled to the axle 1301. Poweris variably applied to the first electromagnet 1302 and the secondelectromagnet 1303 such that the rate of braking may be adjusted. Thus,traditional brakes of modern vehicles can be replaced with the brakingmechanism of FIGS. 13 and 14 allowing use of any of the electricgenerators described above with respect to FIGS. 1-11.

It is understood that the present invention may take many forms andembodiments. Accordingly, several variations may be made in theforegoing without departing from the spirit or the scope of theinvention. For example, the generator may comprise two discs facing eachother, a first one of which discs would be fixedly mounted to the axleto rotate synchronously with the axle, and a second of which discs wouldbe rotatably mounted to the axle and would additionally include anoff-center weight to bias the second disc to remain generally stationaryrelative to the vehicle. A series of magnets would be mounted withalternating poles to one disc, preferably the first disc, and a seriesof coils would be mounted to the other disc, preferably the second disc.The magnets and coils would thus be at substantially the same radialdistance from the axle and, upon rotation of the axle, electric currentwould be generated from the coils.

Having thus described the present invention by reference to certain ofits preferred embodiments, it is noted that the embodiments disclosedare illustrative rather than limiting in nature and that a wide range ofvariations, modifications, changes, and substitutions are contemplatedin the foregoing disclosure and, in some instances, some features of thepresent invention may be employed without a corresponding use of theother features. Many such variations and modifications may be consideredobvious and desirable by those skilled in the art based upon a review ofthe foregoing description of preferred embodiments. Accordingly, it isappropriate that the appended claims be construed broadly and in amanner consistent with the scope of the invention.

1. An electric generating mechanism comprising: at least one drive wheelhaving gear teeth; at least one generator gear having gear teethenmeshed with the gear teeth of the at least one drive wheel; and anaxle coupled to each at least one generator gear and further coupled toa generator.